U.S. patent number 8,423,208 [Application Number 12/891,925] was granted by the patent office on 2013-04-16 for rail communication system and method for communicating with a rail vehicle.
This patent grant is currently assigned to General Electric Company. The grantee listed for this patent is John Brand, Jared Klineman Cooper, Wolfgang Daum, Todd Goodermuth, Mark Kraeling, Joseph Noffsinger. Invention is credited to John Brand, Jared Klineman Cooper, Wolfgang Daum, Todd Goodermuth, Mark Kraeling, Joseph Noffsinger.
United States Patent |
8,423,208 |
Daum , et al. |
April 16, 2013 |
**Please see images for:
( Certificate of Correction ) ** |
Rail communication system and method for communicating with a rail
vehicle
Abstract
A rail communication system includes: a communication management
device capable of being communicatively coupled with a conductive
pathway that extends along a track; and an on-board communication
device capable of being coupled with a rail vehicle that travels
along the track and with the conductive pathway, the communication
management device and the on-board communication device configured
to communicate a data signal between each other through the
conductive pathway, where the data signal includes network data. A
method for communicating with rail vehicles includes: coupling a
vehicle management device with a conductive pathway that extends
alongside a track; and coupling an on-board communication device
disposed on a rail vehicle that travels along the track with the
conductive pathway; where the communication management device and
the on-board communication device communicate a data signal that
includes network data through the conductive pathway.
Inventors: |
Daum; Wolfgang (Erie, PA),
Noffsinger; Joseph (Grain Valley, MO), Brand; John
(Melbourne, FL), Cooper; Jared Klineman (NE Palm Bay,
FL), Goodermuth; Todd (Melbourne, FL), Kraeling; Mark
(Melbourne, FL) |
Applicant: |
Name |
City |
State |
Country |
Type |
Daum; Wolfgang
Noffsinger; Joseph
Brand; John
Cooper; Jared Klineman
Goodermuth; Todd
Kraeling; Mark |
Erie
Grain Valley
Melbourne
NE Palm Bay
Melbourne
Melbourne |
PA
MO
FL
FL
FL
FL |
US
US
US
US
US
US |
|
|
Assignee: |
General Electric Company
(Schenectady, NY)
|
Family
ID: |
45871452 |
Appl.
No.: |
12/891,925 |
Filed: |
September 28, 2010 |
Prior Publication Data
|
|
|
|
Document
Identifier |
Publication Date |
|
US 20120078452 A1 |
Mar 29, 2012 |
|
Current U.S.
Class: |
701/19;
246/34R |
Current CPC
Class: |
B61L
3/20 (20130101) |
Current International
Class: |
H04B
3/54 (20060101); B61L 3/20 (20060101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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|
1693272 |
|
Aug 2006 |
|
EP |
|
1897781 |
|
Mar 2008 |
|
EP |
|
Other References
ISR and Written Opinion for International Application No.
PCT/US2011/036159 dated Aug. 30, 2011. cited by applicant .
ISR and Written Opinion for International Application No.
PCT/US2011/042476 dated Aug. 31, 2011. cited by applicant.
|
Primary Examiner: Zanelli; Michael J
Attorney, Agent or Firm: GE Global Patent Operation Kramer;
John A.
Claims
What is claimed is:
1. A rail communication system comprising: a communication
management device capable of being communicatively coupled with a
conductive pathway that extends along a track; and plural on-board
communication devices capable of being coupled with plural
respective rail vehicles that travel along the track and with the
conductive pathway, the communication management device and the
on-board communication devices configured to communicate data
signals between one another through the conductive pathway, wherein
the data signal comprises network data, the communication
management device configured to transmit different data signals to
different ones of the on-board communication devices based on
locations of the different rail vehicles.
2. The rail communication system of claim 1, wherein the conductive
pathway includes at least one of a rail of the track along which
the rail vehicles travel, a powered rail that supplies electric
current to the rail vehicles, or a catenary supplying electric
power to the rail vehicles.
3. The rail communication system of claim 1, wherein the
communication management device and the rail vehicles are
configured to communicate the data signal between each other while
the rail vehicles are moving along the track relative to the
communication management device.
4. The rail communication system of claim 1, wherein the
communication management device is configured to transmit
information related to an upcoming trip of one or more of the rail
vehicles via the data signals to the on-board communication device
of the one or more of the rail vehicles.
5. The rail communication system of claim 1, wherein the on-board
communication devices are configured to download operational
information of the respective rail vehicles from the respective
rail vehicles to the communication management device as the data
signals, the operational information including a log of information
related to a previous trip of the respective rail vehicle.
6. The rail communication system of claim 1, wherein the
communication management device and the on-board communication
devices are configured to transmit the data signals through the
conductive pathway as one or more acoustic waves.
7. The rail communication system of claim 1, wherein the
communication management device and the on-board communication
devices are configured to communicate the data signals over a
plurality of different channels with at least one of the channels
including the conductive pathway.
8. The rail communication system of claim 7, wherein at least one
of the communication management device or the on-board
communication devices is configured to switch transmission of a
plurality of the data signals between the different channels to
communicate the data signals based on one or more of transmission
characteristics of the channels or a type of information included
in the data signal.
9. The rail communication system of claim 1, wherein the network
data is packetized data that includes address fields and one or
more data fields, the address fields indicating at least one of a
transmitter or receiver of the packetized data, the data fields
representing at least one of information or instructions
communicated in the packetized data.
10. A rail communication system comprising: a communication
management device capable of being communicatively coupled with a
conductive pathway that extends along a track; and an on-board
communication device capable of being coupled with a rail vehicle
that travels along the track and with the conductive pathway, the
communication management device and the on-board communication
device configured to communicate a data signal between each other
through the conductive pathway, wherein the data signal comprises
network data, wherein the communication management device is
configured to communicate a plurality of the data signals in an
order based on a priority of information included in the data
signals.
11. A method for communicating with a rail vehicle, the method
comprising: coupling a communication management device with a
conductive pathway that extends alongside a track; and coupling an
on-board communication device disposed on the rail vehicle that
travels along the track with the conductive pathway, the on-board
communication device coupled with a propulsion subsystem of the
rail vehicle; wherein the communication management device and the
on-board communication device communicate a data signal through the
conductive pathway that remotely controls operation of the rail
vehicle by transmitting instructions to the propulsion subsystem
via the data signal, and wherein the data signal comprises network
data.
12. The method of claim 11, wherein the steps of coupling the
communication management device and coupling the on-board
communication device include coupling the communication management
device and the on-board communication device to the conductive
pathway that includes at least one of a rail of the track along
which the rail vehicle travels, a powered rail that supplies
electric current to the rail vehicle, or a catenary supplying
electric power to the rail vehicle.
13. A method for communicating with a rail vehicle, the method
comprising: transmitting a data signal from at least one of an
on-board communication device disposed on the rail vehicle that
travels along a track or a communication management device, wherein
the data signal is transmitted over a conductive pathway that
extends along the track and that includes plural channels used to
transmit the data signal, and wherein the data signal comprises
network data; receiving the data signal at the other of the
on-board communication device and the communication management
device; and processing the data signal for one or more of
management or control of movement of the rail vehicle along the
track wherein the transmitting step includes changing which of the
plural channels of the conductive pathway are used to transmit the
data signal based on transmission characteristics of the
channels.
14. The method of claim 13, wherein the transmitting step includes
transmitting information related to an upcoming trip of the rail
vehicle from the communication management device to the on-board
communication device via the data signal.
15. The method of claim 14, wherein the information related to the
upcoming trip includes at least one of a throttle setting of the
rail vehicle for the upcoming trip, a brake setting of the rail
vehicle for the upcoming trip, information related to a route of
the upcoming trip, a speed of the rail vehicle for the upcoming
trip, or an update for one or more software applications of the
rail vehicle.
16. The method of claim 13, wherein the transmitting step includes
transmitting information related to a previous trip of the rail
vehicle from the on-board communication device to the communication
management device via the data signal.
17. A rail communication system comprising: a management device
capable of being communicatively coupled with a conductive pathway
that extends along a rail that a plurality of rail vehicles travel
along; and a communication device capable of being coupled with the
rail and at least one of a wayside equipment assembly or a rail
vehicle, the management device and the communication device are
configured to communicate a data signal between each other and
through the conductive pathway to at least one of change a status
of the wayside equipment assembly, control an operation of the rail
vehicle, or communicate trip related information with the rail
vehicle, wherein the data signal comprises network data wherein the
communication device is capable of being disposed on the rail
vehicle and coupled with a propulsion subsystem of the rail
vehicle, the management device configured to remotely control the
operation of the rail vehicle by transmitting instructions to the
propulsion subsystem via the data signal.
18. The rail communication system of claim 17, wherein the
communication device is capable of being communicatively coupled
with at least one of a track switch or a track signal, and the
management device is configured to transmit the data signal to at
least one of change a position of the track switch or change a
status of the track signal.
19. The rail communication system of claim 17, wherein the
communication device is capable of being disposed on the rail
vehicle and communicatively coupled with a computer readable
storage medium of the rail vehicle, the management device
configured to at least one of transmit upcoming trip-related
information to the computer readable storage medium via the data
signal or receive previous trip-related information from the
computer readable storage medium via the data signal.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
This application is related to U.S. patent application Ser. No.
12/891,938, filed on Sep. 28, 2010, and entitled "Rail Appliance
Communication System And Method For Communicating With A Rail
Appliance" (the "'938 application") and U.S. patent application
Ser. No. 12/891,936, filed on Sep. 28, 2010, and entitled "Rail
Vehicle Control Communication System And Method For Communicating
With A Rail Vehicle" (the "'936 application"). The entire subject
matter of the '938 and the '936 applications are incorporated by
reference herein. This application also claims priority to
co-pending U.S. Provisional Patent Application No. 61/346,448,
entitled "Communication System And Method For Rail Vehicle
Consist," and filed on May 19, 2010, (the "'448 application"), and
to co-pending U.S. Provisional Application No. 61/361,702, entitled
"Communication System And Method For Rail Vehicle Consist," and
filed on Jul. 6, 2010 (the "'702 application").
BACKGROUND
One or more embodiments of the subject matter described herein
relate to data communications and, more particularly, to data
communications with a rail vehicle.
Rail vehicles such as trains include propulsion systems that move
the rail vehicles along a track. These propulsion systems may
include engines, motors, and/or electric circuits that provide
power to propel the rail vehicles along the track. The rail
vehicles may include brakes that slow the movement of the rail
vehicles.
Some known rail vehicles include software applications that
automatically control a throttle of a rail vehicle (e.g.,
locomotive and/or train) based on a trip profile. For example,
General Electric Company's Trip Optimizer.TM. energy management
software application automatically controls a rail vehicle's
throttle based on a trip profile in order to help keep the rail
vehicle on schedule while reducing fuel use. The Trip Optimizer.TM.
system creates a trip profile that can reduce braking of the rail
vehicle by automatically learning the rail vehicle's
characteristics and calculating an efficient way of running the
rail vehicle by considering factors such as the length and weight
of the rail vehicle, the grade of the route that the rail vehicle
will be traversing, conditions of the track that the rail vehicle
will be traveling along, weather conditions, and performance of the
rail vehicle. During the trip, the propulsion subsystem is at least
partially controlled by the Trip Optimizer.TM. system to propel the
rail vehicle along its route according to the trip profile.
The trip profile may be communicated or downloaded to the rail
vehicles when the rail vehicles are in a rail yard. In some known
rail yards, the trip profile is downloaded using wireless
transmission of data signals, such as radio frequency (RF) signals.
The use of RF signals to communicate with the rail vehicles
requires relatively costly equipment. Moreover, the wireless
signals transmitted in rail yards located in urban or densely
populated areas may be interfered with by other wireless signals
transmitted in the area. The interference with the yard RF signals
can cause interruption of communication with the rail vehicles
and/or for data or information transmitted to the rail vehicles to
not be delivered.
A need exists for an improved system and method for communicating
with rail vehicles.
BRIEF DESCRIPTION
In one embodiment, a rail communication system includes: a
communication management device capable of being communicatively
coupled with a conductive pathway that extends along a track; and
an on-board communication device capable of being coupled with a
rail vehicle that travels along the track and with the conductive
pathway, the communication management device and the on-board
communication device capable of communicating a data signal between
each other through the conductive pathway.
In another embodiment, a method for communicating with rail
vehicles includes: coupling a vehicle management device with a
conductive pathway that extends alongside a track; coupling an
on-board communication device disposed on a rail vehicle that
travels along the track with the conductive pathway; and
communicating a data signal between the communication management
device and the on-board communication device through the conductive
pathway.
In another embodiment, a method for communicating with a rail
vehicle is provided. The method includes transmitting a data signal
from at least one of an on-board communication device disposed on
the rail vehicle that travels along a track or a communication
management device. The data signal includes network data and is
transmitted over a conductive pathway that extends along the track.
The method also includes receiving the data signal at the other of
the on-board communication device and the communication management
device and processing the data signal for one or more of management
or control of movement of the rail vehicle along the track.
In another embodiment, a rail communication system includes: a
management device capable of being communicatively coupled with a
conductive pathway that extends along a rail that a plurality of
rail vehicles travel along; and a communication device capable of
being coupled with the rail and at least one of a wayside equipment
assembly or a rail vehicle, the management device and the
communication device capable of communicating a data signal between
each other and through the conductive pathway to at least one of
change a status of the wayside equipment assembly, control an
operation of the rail vehicle, or communicate trip related
information with the rail vehicle.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention will be better understood from reading the
following description of non-limiting embodiments, with reference
to the attached drawings, wherein below:
FIG. 1 is a diagram of a rail communication system in accordance
with one embodiment;
FIG. 2 is a diagram of a rail appliance communication system in
accordance with one embodiment;
FIG. 3 is a diagram of a slave network interface assembly in
accordance with one embodiment;
FIG. 4 is a diagram of a master network interface assembly in
accordance with one embodiment;
FIG. 5 is a diagram of a vehicle control communication system in
accordance with one embodiment;
FIG. 6 is a diagram of a trip data communication system in
accordance with one embodiment;
FIG. 7 is a diagram of a rail communication system in accordance
with another embodiment;
FIG. 8 illustrates a diagram of a communication bridge assembly in
accordance with one embodiment;
FIG. 9 is a diagram of a communication bridge assembly in
accordance with another embodiment; and
FIG. 10 is a flowchart of a method for communication with rail
vehicles and/or rail appliances in accordance with one
embodiment.
DETAILED DESCRIPTION
At least one embodiment described herein provides for rail
communication systems that transmit and/or receive data signals
between rail appliances, rail vehicles, and management devices,
with the data signals communicated through conductive pathways,
such as one or more rails that the rail vehicles travel along or an
overhead catenary. The data signals may comprise network data, such
as packetized data that includes address fields indicating the
transmitter and/or receiver of the data and data fields that
represent information and/or instructions, for example. At least
one technical effect of one or more embodiments described herein is
the communication of data signals between a management device and a
rail appliance through a conductive pathway such as a rail or
catenary to control the rail appliance and/or to download
information from the rail appliance, such as a position or sensor
reading obtained by the rail appliance. One or more of the
management device and the rail appliance (or a communication device
coupled with the rail appliance) may be configured to process the
data signals for management and/or control of the rail
appliance.
Another technical effect of one or more embodiments described
herein is the communication of data signals between a management
device and a rail vehicle through a conductive pathway such as a
rail or catenary to control operation of the rail vehicle, such as
by remotely controlling the speed and/or braking of the rail
vehicle. One or more of the management device and the rail vehicle
(or a communication device coupled with the rail vehicle) may be
configured to process the data signals for management and/or
control of the rail vehicle and/or of a propulsion subsystem of the
rail vehicle.
Another technical effect of one or more embodiments described
herein is the communication of data signals between a management
device and a rail vehicle through a conductive pathway such as a
rail or catenary to upload vehicle management information related
to an upcoming trip of the rail vehicle. For example, the
management device may upload data signals that include information
about the route that the rail vehicle will traverse during a future
trip, with the information being uploaded to the rail vehicle
through the rail and/or catenary. The rail vehicle (or a
communication device coupled with the rail vehicle) may be
configured to process the data signals for management and/or
control of the rail vehicle and/or of a propulsion subsystem of the
rail vehicle as the rail vehicle travels over the route during the
trip. As another example, the rail vehicle may download data
signals that include information about a previous trip of the rail
vehicle, with the information being downloaded to the management
device through the rail and/or catenary. The management device may
be configured to process the data signals for review of the
operation of the rail vehicle by an operator, such as by performing
analysis of the data signals to determine if the operator followed
applicable regulations and safety precautions, such as speed
limits.
FIG. 1 is a diagram of a rail communication system 100 in
accordance with one embodiment. The rail communication system 100
permits the communication of data signals with rail vehicles 102,
104 disposed on or traveling along tracks 120 and/or wayside
equipment assemblies 106, 108, 110 (or rail appliances) disposed
alongside or on the tracks 120. The data signals may be
communicated to the rail vehicles 102, 104 and/or wayside equipment
assemblies 106, 108, 110 from one or more of an equipment
management device 112, a vehicle management device 114, and/or a
communications management device 116. The management devices 112,
114, 116 may control communications with or between the rail
vehicles 102, 104 and/or the wayside equipment assemblies 106, 108,
110. In one embodiment, the management devices 112, 114, 116
include one or more transceivers, modems, routers, and the like to
electrically transmit and/or receive data signals. The management
devices 112, 114, 116 may use one or more of a variety of
communication protocols to transmit and receive the data signals.
By way of example only, the management devices 112, 114, 116 may
use one or more of the Transmission Control Protocol (TCP),
Internet Protocol (IP), TCP/IP, User Datagram Protocol (UDP), or
Internet Control Message Protocol (ICMP).
In one embodiment, the data signals are communicated through
conductive pathways 118 that extend along the tracks 120. The
tracks 120 may include one or more rails that the rail vehicles
120, 104 travel along. The conductive pathways 118 through which
the data signals are communicated can be existing conductive
members that are already present along the tracks 120. For example,
the conductive pathways 118 may include one of the rails of the
tracks 120 that wheels of the rail vehicles 102, 104 roll on, or a
powered rail, such as a third rail, from which the rail vehicles
102, 104 draw electric current to power the rail vehicles 102, 104.
In another embodiment, the conductive pathways 118 include
catenaries 718 (shown in FIG. 7) that extend above or alongside the
tracks 120 and supply electric current to the rail vehicles 102,
104 to power the rail vehicles 102, 104. The conductive pathways
118 may convey the data signals along one or more communication
channels. For example, the conductive pathways 118 may include two
or more rails extending parallel to each other along the tracks
120. Each rail may represent a single communication channel.
The data signals may be electrically communicated through the
conductive pathways 118 as digital signals. By way of example only,
the data signals may be transmitted using differential signals. For
example, the data signals may be transmitted by applying a
differential signal to the conductive pathways 118 of the tracks
120. The differential signal may be applied as a differential
signal across or between the two rails of a track 120 having two
conductive rails, across or between a rail of a track 120 and a
ground reference, across or between a rail of the track 120 and
another conductive body, such as the catenary 718 (shown in FIG.
7), or across or between the catenary 718 of the track 120 and
another conductive body. Alternatively, the data signal may be
communicated as a single-ended signal that is transmitted through
one or more conductive pathways 118 of the track 120.
In another embodiment, the data signals may be communicated as
analog signals, such as acoustic waves. For example, the data
signals may be transmitted as sound waves that propagate through
one or more of the conductive pathways 118. In another example, the
data signals may propagate through the ground below the rail
vehicles 102, 104.
The data signals are at least partially communicated in
non-wireless manners to reduce the amount of wireless data traffic
in and around the management devices 112, 114, 116, the rail
vehicles 102, 104, and the wayside equipment assemblies 106, 108,
110. For example, the conductive pathways 118 may transmit the data
signals similar to wired connections between the management devices
112, 114, 116, the rail vehicles 102, 104, and the wayside
equipment assemblies 106, 108, 110. By using existing conductive
pathways 118 for communicating data signals among the management
devices 112, 114, 116, the rail vehicles 102, 104, and/or the
wayside equipment assemblies 106, 108, 110, the communication
system 100 may avoid or reduce interference and other problems
associated with wireless transmissions of the data signals, and may
obviate the need to specially outfit the management devices 112,
114, 116, the rail vehicles 102, 104, and/or the wayside equipment
assemblies 106, 108, 110 with dedicated network cables or wireless
transmission devices.
As described below, the data signals may be communicated to control
operation of a rail vehicle 102, 104 and/or wayside equipment
assembly 106, 108, 110. For example, instead of merely
communicating a status or condition of one wayside equipment
assembly 106, 108, 110 to another, the data signals may be used to
control the wayside equipment assemblies 106, 108, 110.
Alternatively, the data signals may be used to communicate a status
or condition of a rail vehicle 102, 104 and/or wayside equipment
assembly 106, 108, 110. In another example, the data signals may
include information related to an upcoming trip of the rail
vehicles 102, 104 or a previous trip of the rail vehicles 102, 104.
The data signals may include updates to software applications of
the rail vehicles 102, 104 and/or wayside equipment assemblies 106,
108, 110 and/or new software applications for the rail vehicles
102, 104 and/or wayside equipment assemblies 106, 108, 110.
FIG. 2 is a diagram of a rail appliance communication system 200 in
accordance with one embodiment. The rail appliance communication
system 200 may be part of the rail communication system 100 (shown
in FIG. 1). For example, the rail communication system 100 may
include a system and associated components that provides for the
communication of data signals between and among the management
devices 112, 114, 116, the rail vehicles 102, 104, and the wayside
equipment assemblies 106, 108, 110 (all shown in FIG. 1). The rail
appliance communication system 200 may be a subset or subsystem of
the rail communication system 100 in that the rail appliance
communication system 200 provides for the communication of data
signals between and among the equipment management device 112 and
the wayside equipment assemblies 106, 108, 110.
In one embodiment, the equipment management device 112 communicates
data signals with the wayside equipment assemblies 106, 108, 110 to
remotely check on or change a status of the wayside equipment
assemblies 106, 108, 110. The wayside equipment assemblies 106,
108, 110 include rail appliances and equipment located at or near
the tracks 120 and that provide services to the rail vehicles 102,
104 and/or persons traveling near the rail vehicles 102, 104. By
way of example only, the wayside equipment assembly 106 may include
a track signal (e.g., device for controllably displaying one or
more colored light aspects to passing vehicles), the wayside
equipment assembly 108 may include a rail vehicle monitoring
apparatus, and the wayside equipment assembly 110 may include a
track switch. Alternatively, the wayside equipment assemblies 106,
108, 110 may include one or more other wayside appliances.
The equipment management device 112 can communicate with the
wayside equipment assemblies 106, 108, 110 through the conductive
pathways 118 to report or change a status of the wayside equipment
assemblies 106, 108, 110. With respect to a track signal (such as
the wayside equipment assembly 106), the state of the track signal
may be whether one or more lights of the track signal is
illuminated or if a barricade of the track signal is raised or
lowered. The equipment management device 112 transmits control data
signals via the conductive pathways 118 of the tracks 120 to the
track signal to change the illuminated lights of the track signal
and/or raise or lower the barricade of the track signal in one
embodiment. The health of the track signal may be reported as the
status of the track signal and indicate if one or more of the
lights of the track signal are malfunctioning, unable to
illuminate, or unable to be turned off. Alternatively, the health
of the track signal may indicate if the barricade is unable to be
raised or lowered. In another embodiment, the health may indicate
the result of a self-diagnostic test that is performed by the track
signal.
With respect to a rail vehicle monitoring apparatus (such as the
wayside equipment assembly 108), the monitoring apparatus can
include a sensor or detector that measures or samples one or more
qualities of the rail vehicles 102, 104. For example, the
monitoring apparatus may be a hot box detector that measures the
temperatures or thermal energy of axles or wheels of the rail
vehicles 102, 104. Alternatively, the monitoring apparatus may be
another sensor that examines the rail vehicles 102, 104 to ensure
continued safe operation of the rail vehicles 102, 104. Data
signals may be conveyed between the equipment management device 112
and the monitoring apparatus through the conductive pathways 118 in
order to communicate a state or health of the monitoring apparatus
and/or the rail vehicles 102, 104. For example, the state of the
monitoring apparatus may be whether the monitoring apparatus is
activated or deactivated, the detection of an abnormality related
to the rail vehicles 102, 104 (such as a hot axle or bearing), or
the presence of the rail vehicle 102 or 104 at or near the
monitoring apparatus. The health of the monitoring apparatus may
indicate if the monitoring apparatus is functioning or the result
of a self-diagnostic test that is performed by the monitoring
apparatus.
In one embodiment, the equipment management device 112 may transmit
a request to the monitoring apparatus via a data signal transmitted
through the conductive pathways 118 of the tracks 120 to download
or transmit one or more measurements obtained by the monitoring
apparatus to the equipment management device 112. In response to
the request, the appliance communication device 122 that is coupled
with the monitoring apparatus may obtain the measurement from the
monitoring apparatus or a local memory of the monitoring apparatus
and report the measurement to the equipment management device
112.
With respect to a track switch (such as the wayside equipment
assembly 110), the track switch can be disposed at intersections
between two or more tracks 120, as shown in FIG. 1. The track
switch alternates between different positions to couple or decouple
two portions of the tracks 120 with each other and thereby allow
the rail vehicles 102, 104 to travel along the two portions of the
tracks 120. Data signals may be conveyed between the equipment
management device 112 and the track switch through the conductive
pathways 118 in order to report a state or health of the track
switch. The state of the track switch can indicate the position of
the track switch. For example, the state of the track switch may
represent which two portions of the tracks 120 are currently
coupled by the track switch such that the rail vehicles 102, 104
can travel therebetween through the track switch. In one
embodiment, the equipment management device 112 transmits a request
data signal through the conductive pathways 118 of the tracks 120
that directs the track switch to change positions. The health of
the track switch may indicate if the track switch is functioning or
the result of a self-diagnostic test that is performed by the
monitoring apparatus. For example, the health of the track switch
can indicate if the track switch is able to alternate between
different positions to couple different portions of the tracks 120
with each other.
The wayside equipment assemblies 106, 108, 110 are communicatively
coupled with appliance communication devices 122, such as by one or
more wired or wireless connections. The appliance communication
devices 122 are, in turn, coupled with the conductive pathways 118.
For example, the appliance communication devices 122 may be coupled
with one or more rails of the tracks 120 by wires, cables, or other
conductive members. The appliance communication devices 122
communicate the data signals through the conductive pathways 118
with the equipment management device 112. The appliance
communication devices 122 may include transceivers, modems,
routers, and the like, to electrically transmit data signals to
and/or receive data signals from the equipment management device
112. The appliance communication devices 122 can communicate the
data signals as discrete data packets (referred to herein, on
occasion, as "network data") that include blocks of data that are
individually communicated with the equipment management device 112.
For example, the appliance communication devices 122 can transmit
and receive data packets using one or more of the TCP/IP, UDP, or
ICMP protocols. However, other protocols may be used.
FIG. 3 is a diagram of a slave network interface assembly 300 in
accordance with one embodiment. The slave network interface
assembly 300 may be disposed within or coupled with the appliance
communication device 122 to permit the appliance communication
device 122 to transmit and/or receive data signals through the
conductive pathway 118. The slave network interface assembly 300
includes a network adapter module 302 and a signal modulator module
304. The modules 302, 304 may include one or more processors,
microprocessors, controllers, microcontrollers, or other logic
devices that operate based on instructions stored on a tangible and
non-transitory computer readable storage medium, such as software
applications stored on a memory 306. Alternatively, the modules
302, 304 may operate based on hardwired instructions of the modules
302, 304. In one embodiment, the slave network interface assembly
300 includes or is embodied in a network interface card or network
adapter.
The signal modulator module 304 is electrically coupled with the
network adapter module 302 and the conductive pathway 118. The
network adapter module 302 is electrically connected to a device
interface unit 308. In one embodiment, the device interface unit
308 is disposed in or otherwise communicatively coupled with at
least one of the wayside equipment assemblies 106, 108, 110 (shown
in FIG. 1). The device interface unit 308 permits the wayside
equipment assembly 106, 108, or 110 to communicate and interface
with the slave network interface assembly 300 so that the slave
network interface assembly 300 can transmit data signals
representative of data from the wayside equipment assembly 106,
108, or 110 along the conductive pathway 118. Additionally, the
device interface unit 308 may receive and convey data included in
data signals received through the conductive pathway 118 to the
wayside equipment assembly 106, 108, or 110. The device interface
unit 308 may be embodied in or include a processor or controller,
such as a computer processor or microcontroller.
The device interface unit 308 includes a network interface unit
310. The network interface unit 310 may be embodied in, or
functionally connected to, one or more software or hardware
applications stored on a tangible and non-transitory computer
readable storage medium, such as a memory 312. In one embodiment,
the network adapter module 302, the signal modulator module 304,
and/or the network interface unit 310 include standard
Ethernet-ready (or other network) components, such as Ethernet
adapters.
In order to transmit data signals from the wayside equipment
assembly 106, 108, or 110 (shown in FIG. 1) to the equipment
management device 112 (shown in FIG. 1) and/or another wayside
equipment assembly 106, 108, 110, the device interface unit 308
conveys data or instructions to the network adapter module 302 of
the slave network interface assembly 300. The network adapter
module 302 conveys the data or instructions to the signal modulator
module 304, which modulates the data or instructions into modulated
network data and transmits the modulated network data through the
conductive pathway 118 as a data signal.
In order to receive data signals, the signal modulator module 304
receives data signals from the conductive pathway 118 and may
de-modulate the data signals into network data, which is then
conveyed to the network adapter module 302 for transmission to the
network interface unit 310 of the device interface unit 308. One or
both of the network adapter module 302 and the signal modulator
module 304 may perform various processing steps on the data signals
and/or the modulated network data for transmission and reception
through the conductive pathway 118. Additionally, one both of the
network adapter module 302 and the signal modulator module 304 may
perform network data routing functions, such as by comparing an
address included in a received data signal with a unique address
associated with the slave network interface assembly 300 or the
device interface unit 308.
The network interface unit 310 includes an external interface 314
that can be communicatively coupled with an external device in
order to provide for communication between the external device and
the conductive pathway 118. For example, the external interface 314
may be a wired connector, cable, or wireless antenna for
communicating data signals with the wayside equipment assembly 106,
108, 110 (shown in FIG. 1).
The signal modulator module 304 may include an electrical output
(for example, a port and/or wires) for electrical connection to the
conductive pathway 118, and internal circuitry (for example,
electrical and isolation components, microcontroller,
software/firmware) for receiving network data from the network
adapter module 302, modulating the network data into modulated
network data, transmitting the modulated network data through the
conductive pathway 118 as data signals, receiving data signals
communicated through the conductive pathway 118, de-modulating the
data signals into network data, and communicating the network data
to the network adapter module 302. The internal circuitry may be
configured to modulate and de-modulate data using schemes such as
those utilized in VDSL or VHDSL (very high bitrate digital
subscriber line) applications, or in power line digital subscriber
line (PDSL) applications. One example of a suitable modulation
scheme is orthogonal frequency-division multiplexing (OFDM). OFDM
is a frequency-division multiplexing scheme wherein a large number
of closely-spaced orthogonal sub-carriers are used to carry data.
The data is divided into several parallel data streams or channels,
one for each sub-carrier. Each sub-carrier is modulated with a
conventional modulation scheme (such as quadrature amplitude
modulation or phase shift keying) at a low symbol rate, maintaining
total data rates similar to conventional single-carrier modulation
schemes in the same bandwidth. The modulation or communication
scheme may involve applying a carrier wave and modulating the
carrier wave using digital signals corresponding to the network
data.
In one embodiment, the conductive pathway 118 through which the
data signals are communicated may include a plurality of channels.
For example, the conductive pathway 118 may include two or more
conductive rails of the track 120, with each rail including at
least one channel of the conductive pathway 118. In another
example, the conductive pathway 118 may include several catenaries
718 (shown in FIG. 7) that each represent a separate channel. The
slave network interface assembly 300 may alternate between which of
the channels is used to transmit the data signals based on one or
more transmission characteristics of the channels. A transmission
characteristic of a channel represents the ability of the channel
to communicate a data signal between a transmitter (such as the
equipment management device 112) and a receiver (such as one or
more of the wayside equipment assemblies 106, 108, 110). By way of
example only, a transmission characteristic of a channel of the
conductive pathway 118 may include an availability of the channel
to communicate a data signal. A channel may be unable to
communicate a data signal when the channel is being used to
communicate other data signals or the channel is incapacitated or
otherwise incapable of electronically transmitting a data
signal.
In another example, a transmission characteristic of a channel may
include a Quality of Service (QoS) parameter of the channel. A QoS
parameter may be a measurement of the ability of a channel to
transmit data signals at a predetermined transmission rate, data
flow, throughput, or bandwidth. For example, the QoS parameter may
be a comparison of the actual transmission rate of a channel with a
predetermined threshold transmission rate of the channel.
Alternatively, the QoS parameter may be a measurement of dropped
packets of data signals that are transmitted through the channel, a
delay or latency of the data signals, jitter or delays among the
data packets in a data signal, an order of delivery of the various
data packets in the data signal, and/or an error in transmitting
one or more of the data packets. The slave network interface
assembly 300 may monitor QoS parameters of two or more channels and
alternate which of the channels is used to transmit data signals
based on the QoS parameters.
In one embodiment, the slave network interface assembly 300 varies
which of several channels are used to transmit data signals based
on the type of information included in the data signals. For
example, one channel may be dedicated to data signals that instruct
the wayside equipment assemblies 106, 108, 110 to change a position
or status while another channel is dedicated to data signals that
request that a diagnostic self-examination be performed by the
wayside equipment assemblies 106, 108, 110.
Alternatively, the slave network interface assembly 300 may
transmit and/or receive the data signals in a non-electronic
manner, such as by using analog signals. In one embodiment, the
slave network interface assembly 300 transmits and/or receives
acoustic waves as the data signals. For example, the signal
modulator module 304 may include an acoustic transmitter, such as a
speaker, and/or an acoustic receiver, such as an accelerometer, a
microphone, or other pick up device. The acoustic transmitter
allows the signal modulator module 304 to transmit acoustic waves
as the data signals. The acoustic waves may be directed at the
conductive pathway 118 or the ground below the conductive pathway
118 such that the acoustic waves propagate through the conductive
pathway 118 and/or ground. The signal modulator module 304 may
transmit the acoustic waves at frequencies that are greater than
the frequencies at which the rail vehicles 102, 104 vibrate the
track 120 and/or ground when the rail vehicles 102, 104 travel
along the track 120. The acoustic receiver picks up or receives the
acoustic waves being transmitted through the conductive pathway 118
and/or ground and converts the analog signal of the acoustic waves
into a digital signal that includes the data signal.
FIG. 4 is a diagram of a master network interface assembly 400 in
accordance with one embodiment. The master network interface
assembly 400 may be disposed within or coupled with the equipment
management device 112 (shown in FIG. 1) to permit the equipment
management device 112 to transmit and/or receive data signals
through the conductive pathway 118.
Similar to the slave network interface assembly 300 shown in FIG.
3, the master network interface assembly 400 includes a network
adapter module 402 and a signal modulator module 404. The modules
402, 404 may be similar to and perform similar functions as the
modules 302, 304 (shown in FIG. 3). For example, the signal
modulator module 404 may be electrically coupled with the network
adapter module 402 and the conductive pathway 118 to modulate and
de-modulate data signals communicated through the conductive
pathway 118. In one embodiment, the signal modulator module 404 is
coupled with a wireless antenna 406 so that the signal modulator
module 404 may modulate and de-modulate data signals wirelessly
transmitted or received through the antenna 406.
The network adapter module 402 may be electrically connected to an
operator interface that permits a human user to provide input to
and/or receive output from the network interface assembly 400. In
the illustrated embodiment, the operator interface includes an
input/output unit 408 ("I/O unit"). The I/O unit 408 is
functionally coupled with one or more software or hardware
applications stored on a tangible and non-transitory computer
readable storage medium, such as a memory 410. The I/O unit 408 can
receive input from an operator, such as a rail yard master, to
transmit instructions, requests, directions, commands, and the
like, through the conductive pathway 118 as the data signals. For
example, an operator may input directions or requests for one or
more of the wayside equipment assemblies 106, 108, 110 (shown in
FIG. 1) into the I/O unit 408.
The I/O unit 408 may visually present output to the operator based
on data signals that are received by the master network interface
assembly 400. For example, the I/O unit 408 may include a monitor,
printer, or other display that visually presents a status, state,
or health of one or more of the wayside equipment assemblies 106,
108, 110 (shown in FIG. 1). The I/O unit 408 may present output
that is based on received data signals and that can be visually
perceived by the operator. In one embodiment, the network adapter
module 402, the signal modulator module 404, and/or the I/O unit
408 include standard Ethernet-ready (or other network) components,
such as Ethernet adapters.
As described above, the conductive pathway 118 through which the
data signals are communicated may include a plurality of channels.
Similar to the slave network interface assembly 300 (shown in FIG.
3), the master network interface assembly 400 may alternate between
which of the channels is used to transmit the data signals based on
one or more transmission characteristics of the channels and/or the
type of information included in the data signals.
Alternatively, the master network interface assembly 400 may
transmit and/or receive the data signals in a non-electronic
manner, such as by using analog signals. In one embodiment, the
master network interface assembly 400 transmits and/or receives
acoustic waves as the data signals. For example, the signal
modulator module 404 may include an acoustic transmitter and/or
receiver that transmit and/or receive acoustic waves as the data
signals.
Returning to the discussion of the rail equipment communication
system 200 shown in FIG. 2, the data signals may be communicated
through the conductive pathways 118 as data packets. "Data packets"
refers to data that is packaged in packet form, meaning a data
packet that comprises a set of associated data bits. (As noted
above, data packets are sometimes referred to herein as "network
data".) The data packets may include a data fields and a network
address or other unique address associated with a device or
component that is to receive the data packet. For example, each of
the appliance communication devices 122 and the equipment
management device 112 may be associated with a unique address that
is used to direct data packets to different appliance communication
devices 122 or the equipment management device 112. In another
embodiment, the data signals may not be communicated in data
packets and/or may not include recipient network addresses.
The unique addresses may permit the equipment management device 112
to individually communicate different data signals with different
appliance communication devices 122 over the conductive pathways
118. As shown in FIG. 2, different appliance communication devices
122 are coupled with different conductive pathways 118 of different
tracks 120. The conductive pathways 118 throughout the rail yard
may be electrically coupled with each other to form a network
through which the data signals are communicated. The network formed
by the conductive pathways 118 may be similar to a computer network
that includes hubs, routers, and repeaters, such as a Local Area
Network (LAN) or Wide Area Network (WAN). The equipment management
device 112 may broadcast data signals to all appliance
communication devices 122 electrically coupled to the network
formed by the conductive pathways 118. Alternatively, the equipment
management device 112 may send individual data signals to fewer
than all of the appliance communication devices 122 by including
the unique addresses of the different appliance communication
devices 122 in the different data signals.
In the illustrated embodiment, the rail equipment communication
system 200 includes a remote equipment management device 202. The
remote equipment management device 202 may be similar to the
equipment management device 112 in that the remote equipment
management device 202 communicates data signals with the wayside
equipment assemblies 106, 108, 110 via the conductive pathways 118.
One difference between the remote equipment management device 202
and the equipment management device 112 is that the remote
equipment management device 202 may be decoupled from the
conductive pathway 118. For example, the remote equipment
management device 202 can be a mobile device that can be moved
relative to the tracks 120. In one embodiment, the remote equipment
management device 202 is a handheld device that can be carried by
an operator, such as a yard master, as the yard master moves around
the yard.
The remote equipment management device 202 may include an antenna
204 that wirelessly communicates data signals with the equipment
management device 112. For example, the remote equipment management
device 202 may wirelessly transmit a data signal from the antenna
204 to the antenna 404 of the equipment management device 112. The
equipment management device 112 may then transmit the data signal
to one or more of the wayside equipment assemblies 106, 108, 110
through the conductive pathways 118. The equipment management
device 112 similarly may wirelessly transmit a data signal received
from one or more of the wayside equipment assemblies 106, 108, 110
from the antenna 404 to the antenna 204 of the remote equipment
management device 202.
FIG. 5 is a diagram of a rail vehicle control communication system
500 in accordance with one embodiment. The vehicle control
communication system 500 may be part of the rail communication
system 100 (shown in FIG. 1). For example, the rail communication
system 100 may include a system and associated components that
provides for the communication of data signals between and among
the management devices 112, 114, 116 (shown in FIG. 1), the rail
vehicles 102, 104, and the wayside equipment assemblies 106, 108,
110 (all shown in FIG. 1). Similar to the rail appliance
communication system 200 (shown in FIG. 2), the vehicle control
communication system 500 may be a subset or subsystem of the rail
communication system 100 in that the vehicle control communication
system 500 provides for the communication of data signals between
and among the vehicle management device 114 and the rail vehicles
102, 104.
The vehicle management device 114 communicates data signals with
the rail vehicles 102, 104 to remotely control movement of the rail
vehicles 102, 104 in one embodiment. For example, the vehicle
management device 114 may be spaced apart from the rail vehicles
102, 104 by several meters or several hundred meters in a rail yard
or other area yet is able to change the speed of the rail vehicles
102, 104 and/or stop movement of the rail vehicles 102, 104. The
vehicle management device 114 controls the movement of the rail
vehicles 102, 104 by communicating data signals through the
conductive pathways 118 that extend along the tracks 120. In one
embodiment, the vehicle management device 114 remotely controls the
speed and/or other movement of the rail vehicles 102, 104 while one
or more of the rail vehicles 102, 104 are moving.
In one embodiment, the vehicle management device 114 transmits data
signals to the rail vehicles 102, 104 through the conductive
pathways 118 to remotely operate the rail vehicles 102, 104 where
at least one of the rail vehicles 102, 104 is unmanned. For
example, the vehicle management device 144 may control movement of
rail vehicles 102, 104 that do not have one or more on-board human
operators to control movement of the rail vehicles 102, 104. An
off-board human operator may control the vehicle management device
114 (which is located off-board of the rail vehicle 102 or 104) to
generate instructions to control operation of the rail vehicle 102
or 104. The vehicle management device 114 than transmits the
instructions to the unmanned rail vehicle 102 or 104 through the
conductive pathways 118.
The vehicle management device 114 is a logic based device in one
embodiment. For example, the vehicle management device 114 may
include a processor, such as a computer microprocessor. As another
example, the vehicle management device 114 may be or include a
hardwired control unit located in a control tower, dispatch center,
or the like, of a rail yard. In another embodiment, the vehicle
management device 114 includes or is a wayside RCL control unit
that is affixed to the conductive pathways 118, such as by being
permanently attached to the conductive pathways 118.
The vehicle management device 114 may change the tractive effort
and/or braking effort of the rail vehicles 102, 104. For example,
the vehicle management device 114 may transmit an instruction to
one or more of the rail vehicles 102, 104 that directs the rail
vehicles 102, 104 to speed up or slow down. Alternatively, the
vehicle management device 114 may transmit an instruction that
directs the rail vehicles 102, 104 to slow down or stop. The
vehicle management device 114 can transmit different instructions
to different rail vehicles 102, 104 in one embodiment. For example,
the vehicle management device 114 may transmit a first data signal
that instructs the rail vehicle 102 to speed up and a second data
signal that instructs the rail vehicle 104 to slow down or stop.
Both the first and second data signals may be transmitted through
the conductive pathways 118.
The rail vehicles 102, 104 include propulsion subsystems 502 that
control movement of the rail vehicles 102, 104. For example, the
rail vehicles 102, 104 may include powered units 504, such as
locomotives, that have propulsion subsystems 502 for generating
tractive effort that propels the rail vehicles 102, 104 along the
tracks 120 and/or for imparting braking effort that slows or stops
the rail vehicles 102, 104. The propulsion subsystems 502 can
include engines coupled with alternators or generators to create
electric current that is supplied to one or more traction motors.
The traction motors rotate wheels of the rail vehicles 102, 104 to
propel the rail vehicles 102, 104. The propulsion subsystems 502
may include brakes, such as dynamic and/or air brakes to slow or
stop movement of the rail vehicles 102, 104. Alternatively, the
propulsion subsystems 502 include circuits that receive electric
current from an external source, such as the catenary 718 (shown in
FIG. 7) or a powered rail, and supply the current to the traction
motors to propel the rail vehicles 102, 104.
In order to receive data signals communicated through the
conductive pathways 118, the rail vehicles 102, 104 include
on-board communication devices 506. The on-board communication
devices 506 are communicatively coupled with the propulsion
subsystems 502, such as by one or more wired or wireless
connections. The on-board communication devices 506 are, in turn,
coupled with the conductive pathways 118 by connectors 508. The
on-board communication devices 506 transmit and/or receive data
signals through the conductive pathways 118. The on-board
communication devices 506 may include transceivers, modems,
routers, and the like, to electrically transmit data signals to
and/or receive data signals from the vehicle management device 114.
The on-board communication devices 506 can communicate the data
signals as discrete data packets that include blocks of data that
are individually communicated with the vehicle management device
114.
The connectors 508 are components that electrically couple the
on-board communication devices 506 with the conductive pathways
118. The connectors 508 electrically couple the on-board
communication devices 506 with the conductive pathways 118 when the
rail vehicles 102, 104 are stationary and/or moving relative to the
conductive pathways 118 in one embodiment. The connectors 508 may
include conductive members that slide or move along the conductive
pathways 118 to transmit and/or receive the data signals. By way of
example only, the connectors 508 may include one or more conductive
brushes, sliding skirts, pick-up coils, or wheels of the rail
vehicles 102, 104 that engage and provide electric coupling with
the conductive pathways 118. While only one connector 508 per rail
vehicle 102, 104 is shown in FIG. 5, alternatively the rail
vehicles 102, 104 may include multiple connectors 508. For example,
multiple cars, locomotives, or other units of each rail vehicle
102, 104 may include connectors 508.
In one embodiment, the on-board communication devices 506 of the
rail vehicles 102, 104 include or are communicatively coupled with
a network interface assembly, such as the slave network interface
assembly 300 (shown in FIG. 3) in order to transmit and/or receive
data signals through the conductive pathways 118. The on-board
communication devices 506 also may include or be communicatively
coupled with device interface unit, such as the device interface
unit 308 (shown in FIG. 3). The slave network interface assembly
300 receives data signals transmitted by the vehicle management
device 114 through the conductive pathways 118. The slave network
interface assembly 300 may demodulate and/or process the data
signals and communicate the data signals to the device interface
unit 308.
The device interface unit 308 (shown in FIG. 3) can be coupled with
the propulsion subsystems 502 by the external interfaces 314 (shown
in FIG. 3). In one embodiment, the device interface unit 308
includes or operates based on software applications that cause the
device interface unit 308 to control the propulsion subsystems 502
based on the instructions received in data signals received by the
slave network interface assemblies 300 (shown in FIG. 3). For
example, if a data signal includes an instruction to slow down the
rail vehicle 102, the slave network interface assembly 300 receives
the data signal from the conductive pathway 118 and conveys the
data signal to the device interface unit 308. The device interface
unit 308 directs the propulsion subsystem 502 to decrease a
throttle of the engine of the rail vehicle 102 and/or apply a brake
of the rail vehicle 102.
Similar to the equipment management device 112 (shown in FIG. 1),
the vehicle management device 114 may include the master network
interface assembly 400 (shown in FIG. 4) in order to transmit
and/or receive data signals to the rail vehicles 102, 104 through
the conductive pathways 118. In one embodiment, the master network
interface assembly 400 of the vehicle management device 114 is
communicatively coupled with a wireless antenna 510 of the vehicle
management device 114 so that the vehicle management device 114 may
transmit and/or receive wireless data signals through the antenna
510.
The master network interface assembly 400 may transmit different
data signals to the rail vehicles 102, 104 based on the type of
information that is included in the data signals. For example, in a
situation where the master network interface assembly 400 is
instructed to send multiple conflicting or inconsistent data
signals to a rail vehicle 102 or 104, the master network interface
assembly 400 may determine which of the data signals is transmitted
to the rail vehicle 102 or 104 based on the information or
instruction included in the data signal. By way of non-limiting
example only, if the master network interface assembly 400 is
directed by one or more operators to instruct a rail vehicle 102 or
104 to speed up and slow down at the same time, the master network
interface assembly 400 may consult a list or database of priority
rules that dictate which of the instructions is to be sent to the
rail vehicle 102 or 104. In one embodiment, such a list or database
can give higher priority to instructions that provide for less risk
of an accident. As a result, the master network interface assembly
400 may instruct the rail vehicle 102 or 104 to slow down or brake
when conflicting instructions of speeding up and slowing down are
requested by an operator.
In another embodiment, the master network interface assembly 400
may resolve which of multiple conflicting or inconsistent
instructions are to be transmitted to a rail vehicle 102, 104 based
on a location of the rail vehicle 102, 104. For example, if the
rail vehicle 102, 104 is traveling along one segment 806, 812, 906,
912 (shown in FIGS. 8 and 9) of the track 120, then one type of
instruction (such as instructions that decrease or reduce the speed
of the rail vehicle 102, 104) may have higher priority than other
types of instructions (such as instructions that do not decrease or
reduce the speed of the rail vehicle 102, 104). The instruction or
instructions having the highest priority may be transmitted before
instructions with lower priority by the master network interface
assembly 400. Alternatively, the instructions having higher
priority may be transmitted instead of the instructions having
lower priority.
The vehicle management device 114 includes an operator interface,
such as the I/O unit 408 (shown in FIG. 4), in order to permit an
operator to remotely control movements of the rail vehicles 102,
104. The I/O unit 408 may include one or more input devices, such
as a touchscreen, electronic mouse, keyboard, joystick, and the
like, and one or more output devices, such as the touchscreen,
monitor, or other visual display. An operator may use the I/O unit
408 to change the speed and/or movement of one or more of the rail
vehicles 102, 104. In one embodiment, the I/O unit 408 presents the
operator with a map of the rail system or rail yard that includes
the conductive pathways 118 and displays the positions of the rail
vehicles 102, 104 and/or wayside equipment assemblies 106, 108, 110
(shown in FIG. 1) relative to the conductive pathways 118. The
operator may use the I/O unit 408 to change the speed or movement
of one or more rail vehicles 102, 104. Based on the operator's
input, the I/O unit 408 forms an instruction to the rail vehicles
102, 104 and conveys the instruction to the network adapter module
402 (shown in FIG. 4) of the master network interface assembly 400
(shown in FIG. 4) of the vehicle management device 114.
The network adapter module 402 (shown in FIG. 4) formulates a data
signal representative of the instructions and transmits the data
signal to the signal modulator module 404 (shown in FIG. 4). The
signal modulator module 404 communicates the data signal to the
rail vehicles 102, 104 through the conductive pathways 118.
In one embodiment, the rail vehicles 102, 104 transmit data signals
to the vehicle management device 114 through the conductive
pathways 118 using the device interface unit 308 (shown in FIG. 3)
and the slave network interface assembly 300 (shown in FIG. 3). The
rail vehicles 102, 104 may communicate statuses of the rail
vehicles 102, 104. By way of example only, a status of a rail
vehicle 102, 104 may include a location, speed, throttle setting,
brake setting, operating temperature, fuel level, a notice of a
need for maintenance, or a notice of an inattentive operator of the
rail vehicle 102, 104. The notice of a need for maintenance may be
determined by one or more sensors on the rail vehicle 102, 104 that
a parameter of the rail vehicle 102, 104 is outside of a
predetermined range or threshold and the rail vehicle 102, 104
requires repair. The notice of an inattentive operator may be
generated by the device interface unit 308 when the operator of the
rail vehicle 102, 104 fails to actuate a switch or button that must
be actuated within a periodically repeating countdown timer to
avoid stopping movement of the rail vehicle 102, 104. The I/O unit
408 (shown in FIG. 4) of the vehicle management device 114 may
visually present the statuses of the rail vehicles 102, 104 for
review by the operator of the vehicle management device 114.
Similar to the rail appliance communication system 200 shown in
FIG. 2, the data signals may be communicated through the conductive
pathways 118 in the rail vehicle communication system 500 as data
packets. The data packets may include a data fields and a network
address or other unique address associated with one or more of the
rail vehicles 102, 104. For example, each rail vehicle 102, 104 may
be associated with a unique address that is used to direct data
packets to specific ones of the rail vehicles 102, 104. In another
embodiment, the data signals may not be communicated in data
packets and/or may not include recipient network addresses. The
unique addresses permit the vehicle management device 114 to
individually communicate different data signals to different rail
vehicles 102, 104 through the same conductive pathways 118. For
example, the vehicle management device 114 may independently
control the propulsion subsystems 506 of different rail vehicles
102, 104 by communicating different data signals to different rail
vehicles 102, 104 based on the addresses of the rail vehicles 102,
104. Alternatively, the vehicle management device 114 may broadcast
the same data signals to all rail vehicles 102, 104 to commonly
control the propulsion subsystems 506 of the rail vehicles 102,
104. Alternatively, the vehicle management device 114 may send
individual data signals to fewer than all of the rail vehicles 102,
104 by including the unique addresses of one or more of the rail
vehicles 102, 104 in the data signals.
In the illustrated embodiment, the rail vehicle communication
system 500 includes a mobile vehicle management device 512, or
mobile management device 512. Similar to the remote equipment
management device 202 (shown in FIG. 2), the mobile vehicle
management device 512 communicates data signals with the rail
vehicles 102, 104 through the conductive pathways 118. As shown in
FIG. 5, the mobile vehicle management device 512 may be decoupled
from the conductive pathways 118. For example, the mobile vehicle
management device 512 can be a handheld device that can be carried
by an operator, such as a yard master, as the yard master walks
around the rail yard.
The mobile vehicle management device 512 may include an antenna 514
that wirelessly communicates data signals with the vehicle
management device 114. For example, the mobile vehicle management
device 512 may wirelessly transmit a data signal from the antenna
514 to the antenna 510 of the vehicle management device 114. The
vehicle management device 114 may then transmit the data signal to
one or more of the rail vehicles 102, 104 through the conductive
pathways 118. The vehicle management device 114 similarly may
wirelessly transmit a data signal received from one or more of the
rail vehicles 102, 104 via the antennas 510, 514.
In one embodiment, the mobile vehicle management device 512 is or
includes a portable wireless remote control locomotive (RCL)
control unit, such as a battery powered device that is able to be
carried by a human operator. Such a RCL control unit may
communicate wireless control signals to the vehicle management
device 114, which serves as a trackside interface device attached
to the conductive pathways 118. The vehicle management device 114
generates the data signals for transmitting instructions input or
generated by the mobile vehicle management device 512 over the
conductive pathways 118 based on the wireless signals received from
the portable mobile vehicle management device 512. As one example,
the mobile vehicle management device 512 may communicate with the
vehicle management device 114 by way of local wireless signals that
are broadcast over a relatively limited area, such as a range of
100 meters or less, 10 meters or less, or 1 meter or less. For
example, the mobile vehicle management device 512 may communicate
with the vehicle management device 114 using BlueTooth.TM. signals.
Alternatively, the mobile vehicle management device 512 may
physically interface with the vehicle management device 114, such
as by one or more connectors and/or cables that mate with each
other.
FIG. 6 is a diagram of a trip data communication system 600 in
accordance with one embodiment. The trip data communication system
600 may be part of the rail communication system 100 (shown in FIG.
1). For example, similar to the rail appliance communication system
200 (shown in FIG. 2) and the vehicle equipment system 500 (shown
in FIG. 5), the trip data communication system 600 may be a subset
or subsystem of the rail communication system 100 in that the trip
data communication system 600 provides for the communication of
data signals between and among the communications management device
116 and the rail vehicles 102, 104.
The communications management device 116 communicates data signals
with the rail vehicles 102, 104 to remotely upload and/or download
information related to an upcoming trip and/or a previous trip of
the rail vehicles 102, 104. For example, the communications
management device 116 may be spaced apart from the rail vehicles
102, 104 by several meters or several hundred meters in a rail yard
or other area. The communications management device 116 may
transmit data signals to the rail vehicles 102, 104 through the
conductive pathways 118 that include information related to a trip
that the rail vehicles 102, 104 are scheduled to take. This
information may be referred to as "upcoming trip-related
information." The upcoming trip-related information includes one or
more details about the route that the rail vehicle 102 or 104 will
be taking, such as a beginning point and/or destination of the
trip, a grade of one or more sections of the track 120 during the
trip, a radius of one or more turns in the track 120 during the
trip, one or more speed limits of the rail vehicle 102 or 104
during the trip, locations of signals, rail vehicle monitoring
apparatuses, or other wayside equipment assemblies 106, 108, 110
(shown in FIG. 1) along the trip, pollutant emission limitations or
thresholds that apply to the rail vehicle 102 or 104 during the
trip, and the like. The upcoming trip-related information varies
for different rail vehicles 102, 104 and/or for different
trips.
As described above, the rail vehicles 102, 104 include propulsion
subsystems 502 that apply tractive effort to move the rail vehicles
102, 104 along the tracks 120. The rail vehicles 102, 104 may
include one or more computer units 602, such as a processor-based
computing device, that uses the upcoming trip-related information
to manage the propulsion subsystems 502 during the upcoming trip.
The computer units 602 of one or more of the rail vehicles 102, 104
may operate based on a software application that uses the upcoming
trip-related information to automatically adjust the throttle
and/or brake settings of the propulsion subsystems 502 during the
trip. For example, the computer units 602 in one or more of the
rail vehicles 102, 104 may be equipped with the Trip Optimizer.TM.
software application from General Electric Company.
In one embodiment, the rail vehicles 102, 104 transmit data signals
to the communications management device 116 through the conductive
pathways 118. These data signals may include information related to
a previous trip that the rail vehicles 102, 104 have completed, or
have completed at least a portion thereof. This information may be
referred to as "previous trip-related information" and/or a log of
operational information related to an operator's control of the
rail vehicle during a previous trip of the rail vehicle 102 or 104.
The previous trip-related information includes one or more details
about the route that the rail vehicle 102 or 104 took during the
previous trip. By way of example only, the previous trip-related
information may include the speeds at which the rail vehicle 102,
104 moved during the trip, the throttle and/or brake settings of
the propulsion subsystems 502 during the trip, amounts of fuel
consumed during the trip, stops made during the trip, signals that
were missed by the operator of the rail vehicle 102, 104, or speed
limits that were disobeyed by the operator of the rail vehicle 102,
104.
The previous trip-related information may be transmitted to the
communications management device 116 and stored on a tangible and
non-transitory computer readable storage medium, such as a memory
604 having one or more databases 606. The memory 604 may store the
previous trip-related information in the databases 606 for analysis
of the rail vehicles 102, 104 and/or operators. For example, the
previous trip-related information may be analyzed for a rail
vehicle 102 in order to determine trends in the operation of the
rail vehicle 102. The trends may be used to identify a need for
repair or tuning up of the rail vehicle 102, or an increased risk
of failure of the rail vehicle 102 during operation. In another
example, the previous trip-related information may be analyzed for
an operator for quality control purposes. The previous trip-related
information may reveal which operators frequently disobey signals
or speed limits so that those operators may be retrained and their
actions corrected.
As described above, the on-board communication devices 506 and
connectors 508 of the rail vehicles 102, 104 may be used to upload
and/or download information included in data signals that are
received by and/or transmitted from the rail vehicles 102, 104
through the conductive pathways 118. In one embodiment, the
on-board communication devices 506 of the rail vehicles 102, 104
are communicatively coupled with the computer units 602. The
computer units 602 may store the upcoming and/or previous
trip-related information. For example, the computer units 602 may
include a tangible and non-transitory computer readable storage
medium, similar to the memory 604, where the trip-related
information is stored.
Similar to the equipment management device 112 (shown in FIG. 1)
and the vehicle management device 114 (shown in FIG. 1), the
communications management device 116 may include the master network
interface assembly 400 (shown in FIG. 4) in order to transmit
and/or receive data signals to the rail vehicles 102, 104 through
the conductive pathways 118. In one embodiment, the master network
interface assembly 400 of the communications management device 116
is communicatively coupled with a wireless antenna 608 of the
communications management device 116 so that the communications
management device 116 may transmit and/or receive wireless data
signals through the antenna 608.
The communications management device 116 may include an operator
interface, such as the I/O unit 408 (shown in FIG. 4), in order to
permit an operator to remotely view the status of uploading and/or
downloading trip-related information to and/or from the rail
vehicles 102, 104. For example, the amount of data that includes
the trip-related information may be significant and require a
relatively large amount of time to upload to the rail vehicles 102,
104 or download from the rail vehicles 102, 104 through the
conductive pathways 118. The I/O unit 408 can display the status of
the uploading or downloading so that an operator of the
communications management device 116 may see how much longer the
uploading or downloading will take. In one embodiment, the I/O unit
408 includes a display that permits the operator to see the
trip-related information that is being uploaded to or downloaded
from the rail vehicles 102, 104.
Similar to the rail appliance communication system 200 (shown in
FIG. 2) and the rail vehicle communication system 500 (shown in
FIG. 5), the data signals may be communicated through the
conductive pathways 118 in the trip data communication system 600
as data packets. The data packets may include a data fields and a
network address or other unique address associated with one or more
of the rail vehicles 102, 104. The unique addresses permit the
communications management device 116 to individually communicate
different data signals to different rail vehicles 102, 104 through
the same conductive pathways 118.
The trip-related information that is communicated between the
communication management device 116 and the rail vehicles 102, 104
may be transmitted through different channels of the conductive
pathway 118. As described above, the channel(s) through which the
trip-related information is transmitted may be selected based on
one or more of transmission characteristics of the channels and/or
a type of information. For example, one channel may be dedicated to
transmitting upcoming trip-related information to the rail vehicles
102, 104 while another channel is dedicated to transmitting
previous trip-related information to the communication management
device 116.
FIG. 7 is a diagram of a rail communication system 700 in
accordance with another embodiment. The rail communication system
700 permits the communication of data signals with an electric rail
vehicle 702 disposed on or traveling along a track 720 and/or a
wayside equipment assembly 706 disposed alongside or on the track
720. The rail communication system 700 shown in FIG. 7 includes an
equipment management device 712, a vehicle management device 714,
and a communications management device 716. The equipment
management device 712 may be similar to the equipment management
device 112 (shown in FIG. 1) in that the equipment management
device 712 communicates data signals with the wayside equipment
assembly 706. The vehicle management device 714 may be similar to
the vehicle management device 114 (shown in FIG. 1) and/or the
communications management device 716 may be similar to the
communications management device 116 (shown in FIG. 1) in that the
vehicle management device 714 and the communications management
device 716 communicate data signals with the rail vehicle 702.
One difference between the rail communication system 700 and the
rail communication system 100 shown in FIG. 1 is that the rail
communication system 700 communicates data signals between the
management devices 712, 714, 716 and the rail vehicle 702, and/or
between the management devices 712, 714, 716 and the wayside
equipment assembly 706, through a conductive pathway that includes
the catenary 718 extending along the track 720. For example,
instead of or in addition to communicating the data signals through
the rails of the track 720, the rail communication system 700 may
transmit and receive the data signals (e.g., network data) through
the catenary 718 that also supplies electric current to the rail
vehicle 702 to power the rail vehicle 702. Similar to the
management devices 112, 114, 116 (shown in FIG. 1), the management
devices 712, 714, 716 may use one or more of a variety of
communication protocols to transmit and receive the data signals,
such as TCP/IP, UDP, or ICMP.
The data signals communicated through the catenary 718 may be
transmitted using differential signals. For example, the data
signals may be transmitted by applying a differential signal to the
catenary 718. The differential signal may be applied as a
differential signal across or between the catenary 718 and a
conductive rail of the track 720 or across or between the catenary
718 and a ground reference. Alternatively, the data signal may be
communicated as a single-ended signal.
Similar to the rail vehicles 102, 104 (shown in FIG. 1), the rail
vehicle 702 includes an on-board communication device 704. The
on-board communication device 704 may be similar to the on-board
communication device 506 (shown in FIG. 5). The on-board
communication device 704 can be communicatively coupled with
propulsion subsystems of the rail vehicle 702, such as one or more
traction motors and the circuits that deliver the electric current
from the catenary 718 to the traction motors. The on-board
communication device 704 also is connected with the catenary 718 by
a conductive extension 708 that extends from the rail vehicle 702
to electrically couple the propulsion subsystem of the rail vehicle
702 with the catenary 718.
The on-board communication device 704 transmits and/or receives
data signals through the conductive extension 708 and the catenary
718. The on-board communication device 704 may include
transceivers, modems, or routers to electrically transmit data
signals to and/or receive data signals from the management devices
712, 714, 716. In one embodiment, the on-board communication device
704 includes or is communicatively coupled with a network interface
assembly, such as the slave network interface assembly 300 (shown
in FIG. 3) in order to transmit and/or receive data signals through
the catenary 718, similar to as described above in connection with
the on-board communication devices 506 (shown in FIG. 5).
Similar to the management devices 112, 114, 116 (shown in FIG. 1),
the management devices 712, 714, 716 may include the master network
interface assembly 400 (shown in FIG. 4) in order to transmit
and/or receive data signals to the rail vehicle 702 and/or the
wayside equipment assembly 706 through the catenary 718. The master
network interface assembly 400 may be disposed within or coupled
with one or more of the management devices 712, 714, 716 to
transmit and/or receive data signals through the catenary 718. The
wayside equipment assembly 706 is communicatively coupled with an
appliance communication device 722, which is coupled with the
catenary 718. Similar to the appliance communication devices 122,
(shown in FIG. 1), the appliance communication device 722
communicates the data signals through the catenary 718 with the
management device 712, 714, and/or 716.
FIG. 8 illustrates a diagram of a communication bridge assembly 800
in accordance with one embodiment. The bridge assembly 800
communicates data signals across a gap 802 in a conductive pathway
804. The bridge assembly 800 may be used with one or more of the
communication systems 100, 200, 500, 600, and/or 700 (shown in
FIGS. 1, 2, 5, 6, and 7) in order to allow the data signals to be
transmitted across gaps 802 in the conductive pathways 118, 718
(shown in FIGS. 1 and 7). For example, the rails of the track 120
(shown in FIG. 1) and/or the catenary 718 may be divided into
segments 806, 812. The segments 806, 812 extend between opposite
ends 808, 810. The gap 802 represents the separation or distance
between the ends 810, 808 of adjacent or neighboring segments 806,
812. The gap 802 may prevent the data signals from being
communicated from one segment 806 to a neighboring segment 812.
The bridge assembly 800 communicates the data signals transmitted
through one segment 806 to the neighboring segment 812. In the
illustrated embodiment, the bridge assembly 800 wirelessly
communicates the data signals across the gap 802 and between the
segments 806, 812. The bridge assembly 800 includes transceivers
814 that are communicatively coupled with the segments 806, 812.
For example, the transceivers 814 may be conductively wired with
the segments 806, 812 at or near one or more of the ends 808, 810
of the segments 806, 812.
The transceivers 814 receive the data signals communicated through
the segments 806, 812 and wirelessly transmit the data signals
across the gap 802 to another segment 806, 812. For example, the
transceiver 814 that is coupled with the segment 806 at or near the
end 810 receives the data signals communicated through the segment
806 and wirelessly transmits the data signals across the gap 802 to
the transceiver 814 that is coupled with the segment 812 at or near
the end 808.
The transceivers 814 include antennas 816 and may include modules
that are similar to the modules 302, 304 (shown in FIG. 3) and/or
the modules 402, 404 (shown in FIG. 4) to enable the transceivers
814 to receive and demodulate data signals communicated through the
conductive pathway 804 and to wirelessly transmit the data signals
to another transceiver 814. The transceivers 814 may receive
wireless data signals from another transceiver 814 and transmit the
data signals along the conductive pathway 804. The transceivers 814
permit the data signals to jump or bridge across the gaps 802 in
the conductive pathway 804. In one embodiment, the transceivers 814
perform one or more network functions, such as filtering the data
signals and/or wireless signals to increase a signal-to-noise ratio
of the signals.
Each of the transceivers 814 may be associated with a network
address or other unique address. The transceivers 814 may use the
addresses to ensure that the data signals are wirelessly
transmitted between the transceivers 814 on opposite sides of the
same gap 802. For example, the transmitter 814 disposed at or near
the end 810 of the segment 806 may wirelessly transmit data signals
only to the address of the transmitter 814 that is at or near the
end 808 of the segment 812.
FIG. 9 is a diagram of a communication bridge assembly 900 in
accordance with another embodiment. Similar to the bridge assembly
800 (shown in FIG. 8), the bridge assembly 900 communicates data
signals across a gap 902 in a conductive pathway 904 that includes
neighboring segments 906, 912. The bridge assembly 900 may be used
with one or more of the communication systems 100, 200, 500, 600,
and/or 700 (shown in FIGS. 1, 2, 5, 6, and 7) in order to allow the
data signals to be transmitted across gaps 902 in the conductive
pathways 118, 718 (shown in FIGS. 1 and 7).
In the illustrated embodiment, the bridge assembly 900 includes a
cable jumper 914 that is conductively coupled with the segments
906, 912. For example, the cable jumper 914 may have one or more
wired connections with the segments 906, 912 such that the cable
jumper 914 forms a conductive bridge across the gap 902.
The bridge assembly 900 communicates the data signals transmitted
through one segment 906 to the neighboring segment 912. The cable
jumper 914 may be provided as a flexible cable that electrically
joins the segments 906, 912. In one embodiment, one or more modules
that are similar to the modules 302, 304, 402, 404 (shown in FIGS.
3 and 4) may be included in the cable jumper 914. The modules may
perform one or more network functions on the data signals, such as
filtering the signals. In one embodiment, the cable jumper 914 acts
as a bandpass filter, allowing network or other data of a
designated frequency range to pass, but preventing signals outside
the designated frequency range from passing. This may be useful if
low frequency track circuit signals are also being applied to the
segments 906, 912 for vehicle detection purposes or otherwise.
Returning to the discussion of the communication systems 500, 600,
700 shown in FIGS. 5, 6, and 7 and with continued discussion of the
bridge assemblies 800, 900, one or more of the management devices
114, 116, 714, 716 may communicate with different rail vehicles
102, 104, 702 based on which segment 806, 812, 906, 912 the rail
vehicles 102, 1-4, 702 are traveling along. The management devices
114, 116, 714, 716 may be dedicated devices that communicate data
signals with rail vehicles 102, 104, 702 through only one or more
segments 806, 812, 906, 912 of a conductive pathway 804, 904. For
example, the vehicle management device 114 may communicate with the
rail vehicles 102, 104 when the rail vehicles 102, 104 travel along
and engage one rail segment 806 but not with the rail vehicles 102,
104 traveling along or engaging other rail segments 812.
In one embodiment, the conductive pathways 118, 718 may be divided
into multiple communication paths based on the locations of the
gaps 802, 902. For example, the conductive pathways 118, 718 may be
separated into multiple communication paths with each path
permitting transmission of data signals throughout that path and
not through another path. The conductive pathways 118, 718 may be
divided into the different paths by providing bridge assemblies
800, 900 across the gaps 802, 902 located within the paths but not
at the ends of the paths. For example, one path is separated from
the other paths by not providing a bridge assembly 800, 900 between
the paths to permit communication of the data signals from one path
to another. The different paths may be treated as separate
communication channels. The separate communication channels allow
for the parallel or concurrent transmission of multiple data
signals to different rail vehicles 102, 104, 702 and/or wayside
equipment assemblies 106, 108, 110, 706 along the separate
channels.
With respect to the vehicle management device 114, 714 shown in
FIGS. 5 and 7, the segments 806, 812, 906, 912 of the conductive
pathways 118, 718, 804, 904 can be used to provide additional
safety features in the remote control of the rail vehicles 102,
104. For example, the vehicle management devices 114, 714 may
transmit instructions to the rail vehicles 102, 104, 702 as data
signals that are communicated through the conductive pathways 118,
718, 804, 904. The data signals may be associated with or include
the unique addresses of one or more of the transceivers 814 or
cable jumpers 914 of the bridge assemblies 800, 900 that
communicate the data signals across the gaps 802, 902 in the
conductive pathways 118, 718, 804, 904. The addresses may be used
by the vehicle management devices 114, 714 to control which of the
bridge assemblies 800, 900 transmit the data signals across
associated gaps 802, 902 between segments 806, 812, 906, 912 while
other bridge assemblies 800, 900 do not transmit the data signals
across the associated gaps 802, 902. In doing so, the vehicle
management devices 114, 714 can control which segments 806, 812,
906, 912 transmit the data signals.
The vehicle management devices 114, 714 control which of the
different segments 806, 812, 906, 912 transmit the data signals to
ensure that only those rail vehicles 102, 104, 702 traveling on or
along those segments 806, 812, 906, 912 are able to receive the
data signals. For example, the vehicle management devices 114, 714
may control operations of the rail vehicles 102, 104, 702
travelling along certain segments 806, 812, 906, 912 of the track
120. The vehicle management devices 114, 714 may transmit the data
signals only to those segments 806, 812, 906, 912 to prevent
controlling rail vehicles 102, 104, 702 traveling along other,
different segments 806, 812, 906, 912.
Alternatively, the vehicle management devices 114, 714 may change
which segments 806, 812, 906, 912 are used to transmit data signals
based on the type of instruction included in the data signals. For
example, the vehicle management devices 114, 714 may only transmit
instructions to increase a speed of a rail vehicle 102, 104, 702
along certain segments 806, 812, 906, 912 of the track 120 while
the vehicle management devices 114, 714 cannot or do not transmit
instructions to increase a speed of a rail vehicle 102, 104, 702
along other segments 806, 812, 906, 912.
In another embodiment, the vehicle management devices 114, 714 may
transmit instructions as data signals to control operations of rail
vehicles 102, 104, 702 that are concurrently traveling along two or
more neighboring segments 806, 812, 906, 912 of the conductive
pathways 118, 718, 804, 904. For example, the vehicle management
devices 114, 714 may only transmit data signals along two or more
adjacent or neighboring segments 806, 812, 906, 912 of the track
120. A rail vehicle 102, 104, 702 having multiple connectors 508
(shown in FIG. 5) that are concurrently or simultaneously coupled
with the two or more adjacent or neighboring segments 806, 812,
906, 912 receive and act upon the data signals. For example, only
those rail vehicles 102, 104, 702 that interconnect the two or more
adjacent or neighboring segments 806, 812, 906, 912 at the same
time may receive and obey the instructions contained in the data
signals transmitted along the two or more adjacent or neighboring
segments 806, 812, 906, 912. The rail vehicle management devices
114, 714 may change which data signals are transmitted along the
different adjacent or neighboring segments 806, 812, 906, 912 based
on the type of instruction included in the data signals and/or the
rail vehicle 102, 104, 702 being controlled by the data signal.
FIG. 10 is a flowchart of a method 1000 for communication with rail
vehicles and/or rail appliances in accordance with one embodiment.
The method 1000 may be used with one or more of the communication
systems 100, 200, 500, 600, 700 (shown in FIGS. 1, 2, 5, 6, and 7)
to communicate data signals between or among two or more of the
management devices 112, 114, 116, 712, 714, 716 (shown in FIGS. 1
and 7), the rail vehicles 102, 104, 702 (shown in FIGS. 1 and 7),
and/or the wayside equipment assemblies 106, 108, 110, 706 (shown
in FIGS. 1 and 7). As described above, the data signals may be
communicated through the conductive pathways 118, 718, 804, 904
(shown in FIGS. 1, 7, 8, and 9), such as the rails of the tracks
120 (shown in FIG. 1) and/or catenaries 718 (shown in FIG. 7).
While the discussion herein focuses on the communication of data
signals between a single management device 112, 114, 116, 712, 714,
716 and a single rail vehicle 102, 104, 702 or wayside equipment
assembly 106, 108, 110, 706, alternatively the method 900 may be
used to communicate data signals among more management devices 112,
114, 116, 712, 714, 716, rail vehicles 102, 104, 702, and/or
wayside equipment assemblies 106, 108, 110, 706.
At 1002, the management device is coupled with a conductive
pathway. For example, one or more of the management devices 112,
114, 116, 712, 714, 716 (shown in FIGS. 1 and 7) may be
electrically coupled with the conductive pathways 118, 718, 804,
904 (shown in FIGS. 1, 7, 8, and 9). The conductive pathways may be
rails of a track 120 (shown in FIG. 1) and/or catenaries 718 (shown
in FIG. 7) that extend along the track 120.
At 1004, one or more communication devices are coupled with the
conductive pathway. For example, the appliance communication
devices 122, 722 (shown in FIGS. 1 and 7) that are coupled with the
wayside equipment assemblies 106, 108, 110, 706 (shown in FIGS. 1
and 7) may be electrically coupled with the conductive pathways
118, 718, 804, 904 (shown in FIGS. 1, 7, 8, and 9). In another
example, the on-board communication devices 506 (shown in FIG. 5)
are coupled with the rail vehicles 102, 104, 702 (shown in FIGS. 1
and 7) and the conductive pathways 118, 718, 804, 904.
At 1006, a data signal is communicated between the management
device and one or more of the communication devices. For example,
one or more of the management devices 112, 114, 116, 712, 714, 716
(shown in FIGS. 1 and 7) may transmit a data signal to at least one
of the appliance communication devices 122, 722 (shown in FIGS. 1
and 7) of the wayside equipment assemblies 106, 108, 110, 706
(shown in FIGS. 1 and 7) and/or the on-board communication devices
506 (shown in FIG. 5) of the rail vehicles 102, 104, 702 (shown in
FIGS. 1 and 7). In one embodiment, the vehicle management device
114, 714 forms an instruction to control operations of one or more
rail vehicles 102, 104, 702 that are remotely located from the
vehicle management device 114, 714. Alternatively, at least one of
the wayside equipment assemblies 106, 108, 110, 706 and/or the rail
vehicles 102, 104, 702 may transmit a data signal to one or more of
the management devices 112, 114, 116, 712, 714, 716.
Flow of the method 1000 proceeds along one of a plurality of paths
1008, 1010 depending on whether the data signal is communicated
from a management device to a communication device, or vice-versa.
If the data signal is transmitted from a management device to a
communication device, flow of the method 1000 proceeds along the
path 1008. Conversely, if the data signal is transmitted from a
communication device to a management device, then flow of the
method 1000 proceeds along the path 1010.
Along path 1008 and at 1012, the data signal and one or more unique
addresses are transmitted through the conductive pathway. For
example, the management device 112, 114, 116, 712, 714, and/or 716
(shown in FIGS. 1 and 7) may packetize the data signal with one or
more unique addresses of the rail vehicles 102, 104, 702 (shown in
FIGS. 1 and 7) and/or the wayside equipment assemblies 106, 108,
110, 706 (shown in FIGS. 1 and 7). The data signal is then
transmitted through the conductive pathway 118, 718, 804, 904
(shown in FIGS. 1, 7, 8, and 9).
At 1014, the data signal and addresses are received by the rail
vehicles 102, 104, 702 (shown in FIGS. 1 and 7) and/or the wayside
equipment assemblies 106, 108, 110, 706 (shown in FIGS. 1 and 7).
The data signal and addresses may be received by the communication
devices 122, 506, 722 (shown in FIGS. 1, 5, and 7) that are coupled
with the rail vehicles 102, 104, 702 or wayside equipment
assemblies 106, 108, 110, 706.
At 1016, the address or addresses that are included with the data
signal are compared to the unique addresses associated with the
rail vehicles 102, 104, 702 (shown in FIGS. 1 and 7) and/or wayside
equipment assemblies 106, 108, 110, 706 (shown in FIGS. 1 and 7)
that are coupled to the conductive pathway 118, 718, 804, 904
(shown in FIGS. 1, 7, 8, and 9) through which the data signals are
transmitted. If the address or addresses of the data signal (the
"signal address" or "signal addresses") do not match or correspond
with the address or addresses of the rail vehicles 102, 104, 702
and/or wayside equipment assemblies 106, 108, 110, 706 that
received the data signal (the "unique address" or "unique
addresses"), then flow of the method 1000 proceeds to 1018.
Alternatively, if the signal address does match the unique address,
then flow of the method 1000 proceeds to 1020.
At 1018, the data signal is received by rail vehicles 102, 104, 702
(shown in FIGS. 1 and 7) and/or wayside equipment assemblies 106,
108, 110, 706 (shown in FIGS. 1 and 7). As described above, in
response to receiving the data signal, the rail vehicles 102, 104,
702 may change an operation, such as a throttle or brake setting,
in response to an instruction included in the data signal.
Alternatively, the rail vehicles 102, 104, 702 may store
trip-related information that is included in the data signal. In
another example, the wayside equipment assemblies 106, 108, 110,
706 may change a status or position in response to the data
signal.
At 1020, the data signal is ignored by the rail vehicle 102, 104,
702 (shown in FIGS. 1 and 7) or wayside equipment assembly 106,
108, 110, 706 (shown in FIGS. 1 and 7 having addresses that do not
match the signal address. For example, if the signal address of the
data signal does not match the equipment address of the wayside
equipment assembly 106, 108, or 110, then the data signal is not
addressed to the wayside equipment assembly 106, 108, 110. As a
result, the wayside equipment assembly 106, 108, 110 or the
appliance communication device 122 (shown in FIG. 2) that is
coupled to the wayside equipment assembly 106, 108, 110 ignores the
data signal.
With respect to the transmission of a data signal through the
conductive pathways 118, 718, 804, 904 (shown in FIGS. 1, 7, 8, and
9) from one or more of the rail vehicles 102, 104, 702 (shown in
FIGS. 1 and 7) or wayside equipment assemblies 106, 108, 110, 706
(shown in FIGS. 1 and 7) to the management devices 112, 114, 116,
712, 714, and/or 716 (shown in FIGS. 1 and 7), in path 1010 and at
1022, the data signal is transmitted to the management device 112,
114, 116, 712, 714, and/or 716.
At 1024, the data signal is received at the management device 112,
114, 116, 712, 714, and/or 716 (shown in FIGS. 1 and 7). As
described above, the management devices 112, 114, 116, 712, 714,
and/or 716 may receive the data signal via the conductive pathway
118, 718, 804, 904 (shown in FIGS. 1, 7, 8, and 9). The data signal
may represent a status of the rail vehicle 102, 104, 702 (shown in
FIGS. 1 and 7), trip-related or archived information of the rail
vehicle 102, 104, 702, and/or a status or position of the wayside
equipment assembly 106, 108, 110, 706 (shown in FIGS. 1 and 7) that
sent the data signal.
Alternatively, at 1024, unique addresses of the management devices
112, 114, 116, 712, 714, and/or 716 (shown in FIGS. 1 and 7) may be
compared to a signal address of the data signal. If the unique
address of a management device 112, 114, 116, 712, 714, and/or 716
matches or corresponds to the signal address, then the management
device 112, 114, 116, 712, 714, and/or 716 receives the data
signal. Otherwise, the management device 112, 114, 116, 712, 714,
and/or 716 may ignore the data signal.
In one embodiment, a rail communication system includes: a
communication management device capable of being communicatively
coupled with a conductive pathway that extends along a track; and
an on-board communication device capable of being coupled with a
rail vehicle that travels along the track and with the conductive
pathway, the communication management device and the on-board
communication device configured to communicate a data signal
between each other through the conductive pathway, wherein the data
signal includes network data.
In another aspect, the conductive pathway includes at least one of
a rail of the track along which the rail vehicle travels, a powered
rail that supplies electric current to the rail vehicle, or a
catenary supplying electric power to the rail vehicle.
In another aspect, the communication management device and the rail
vehicle are configured to communicate the data signal between each
other while the rail vehicle is moving along the track relative to
the communication management device.
In another aspect, the communication management device is
configured to transmit information related to an upcoming trip of
the rail vehicle via the data signal to the on-board communication
device.
In another aspect, the on-board communication device is configured
to download operational information of the rail vehicle to the
communication management device as the data signal, the operational
information including a log of information related to a previous
trip of the rail vehicle.
In another aspect, at least one of the communication management
device or the on-board communication device is configured to
transmit the data signal through the conductive pathway as a
differential signal.
In another aspect, the communication management device and the
on-board communication device are configured to transmit the data
signal through the conductive pathway as one or more acoustic
waves.
In another aspect, the on-board communication device is one of a
plurality of on-board communication devices disposed on each of a
plurality of different rail vehicles, the communication management
device configured to transmit different data signals to different
ones of the plurality of on-board communication devices based on
locations of the different rail vehicles.
In another aspect, the communication management device is
configured to communicate a plurality of the data signals in an
order based on a priority of information included in the data
signals.
In another aspect, the communication management device and the
on-board communication device are configured to communicate the
data signal over a plurality of different channels with at least
one of the channels including the conductive pathway.
In another aspect, at least one of the communication management
device or the on-board communication device is configured to switch
transmission of a plurality of the data signals between the
different channels to communicate the data signal based on one or
more of transmission characteristics of the channels or a type of
information included in the data signal.
In another embodiment, a method for communicating with rail
vehicles includes: coupling a communication management device with
a conductive pathway that extends alongside a track; and coupling
an on-board communication device disposed on a rail vehicle that
travels along the track with the conductive pathway; wherein the
communication management device and the on-board communication
device communicate a data signal through the conductive pathway and
the data signal includes network data.
In another aspect, the steps of coupling the communication
management device and coupling the on-board communication device
include coupling the communication management device and the
on-board communication device to the conductive pathway that
includes at least one of a rail of the track along which the rail
vehicle travels, a powered rail that supplies electric current to
the rail vehicle, or a catenary supplying electric power to the
rail vehicle.
In another embodiment, a method for communicating with a rail
vehicle includes: transmitting a data signal from at least one of
an on-board communication device disposed on the rail vehicle that
travels along a track or a communication management device, wherein
the data signal is transmitted over a conductive pathway that
extends along the track, and wherein the data signal comprises
network data; receiving the data signal at the other of the
on-board communication device and the communication management
device; and processing the data signal for one or more of
management or control of movement of the rail vehicle along the
track.
In another aspect, the transmitting step includes transmitting
information related to an upcoming trip of the rail vehicle from
the communication management device to the on-board communication
device via the data signal.
In another aspect, the information related to the upcoming trip
includes at least one of a throttle setting of the rail vehicle for
the upcoming trip, a brake setting of the rail vehicle for the
upcoming trip, information related to a route of the upcoming trip,
a speed of the rail vehicle for the upcoming trip, or an update for
one or more software applications of the rail vehicle.
In another aspect, the communicating step includes transmitting
information related to a previous trip of the rail vehicle from the
on-board communication device to the communication management
device via the data signal.
In another aspect, the communicating step includes alternating
which of a plurality of channels of the conductive pathway are used
to transmit the data signal based on transmission characteristics
of the channels.
In another embodiment, a rail communication system includes: a
management device capable of being communicatively coupled with a
conductive pathway that extends along a rail that a plurality of
rail vehicles travel along; and a communication device capable of
being coupled with the rail and at least one of a wayside equipment
assembly or a rail vehicle, the management device and the
communication device configured to communicate a data signal
between each other and through the conductive pathway to at least
one of change a status of the wayside equipment assembly, control
an operation of the rail vehicle, or communicate trip related
information with the rail vehicle, wherein the data signal
comprises network data.
In another aspect, the communication device is capable of being
communicatively coupled with at least one of a track switch, a
track signal, or a rail vehicle monitoring apparatus and the
management device is configured to transmit the data signal to at
least one of change a position of the track switch, change a status
of the track signal, or request a measurement obtained by the rail
vehicle monitoring apparatus.
In another aspect, the communication device is capable of being
disposed on the rail vehicle and coupled with a propulsion
subsystem of the rail vehicle, the management device configured to
remotely control the operation of the rail vehicle by transmitting
instructions to the propulsion subsystem via the data signal.
In another aspect, the communication device is capable of being
disposed on the rail vehicle and communicatively coupled with a
computer readable storage medium of the rail vehicle, the
management device configured to at least one of transmit upcoming
trip-related information to the computer readable storage medium
via the data signal or receive previous trip-related information
from the computer readable storage medium via the data signal.
In one embodiment, a rail appliance communication system includes:
an equipment management device capable of being coupled with a
conductive pathway extending along a track that a rail vehicle
travels along; and an appliance communication device capable of
being coupled with a wayside equipment assembly disposed proximate
to the track, the appliance communication device and the equipment
management device configured to communicate a data signal with each
other through the conductive pathway.
In another aspect, wherein the conductive pathway includes at least
one of a rail of the track that the rail vehicle travels along, a
powered rail that supplies electric current to the rail vehicle, or
a catenary that supplies electric current to the rail vehicle.
In another aspect, the appliance communication device is coupled
with at least one of a track switch, a track signal, or a rail
vehicle monitoring apparatus.
In another aspect, the appliance communication device is coupled
with a track switch and the data signal is communicated between the
equipment management device and the appliance communication device
to at least one of change or report a position of the track
switch.
In another aspect, the appliance communication device is coupled
with a track signal and the data signal is communicated between the
equipment management device and the appliance communication device
to at least one of change or report a status of the track
signal.
In another aspect, the appliance communication device is coupled
with a rail vehicle monitoring apparatus and the data signal is
communicated between the equipment management device and the
appliance communication device to at least one of measure or report
a status of the rail vehicle that is measured by the rail vehicle
monitoring apparatus.
In another aspect, the appliance communication device is configured
to communicate diagnostic information related to a status of the
wayside equipment assembly to the equipment management device as
the data signal.
In another aspect, the appliance communication device is one of a
plurality of appliance communication devices coupled with a
plurality of the wayside equipment apparatuses, the equipment
management device configured to communicate a plurality of the data
signals with the plurality of appliance communication devices
through the conductive pathway.
In another aspect, at least one of the equipment management device
or the appliance communication device configured to communicate the
data signal as a differential signal through the conductive
pathway.
In another aspect, the appliance communication device is associated
with a unique address and the equipment management device
configured to transmit the data signal to the appliance
communication device based on the unique addresses.
In another aspect, the conductive pathway includes a rail of the
track that includes a plurality of rail segments that extend
between opposite ends with neighboring rail segments being
separated from each other by a gap, further comprising a bridge
assembly configured to convey the data signal between the
neighboring rail segments across the gap.
In another aspect, the equipment management device and the
appliance communication device are configured to communicate the
data signal as one or more acoustic waves that propagate through
the conductive pathway
In another embodiment, a method for communicating with a rail
appliance includes: coupling an equipment management device with a
conductive pathway that extends along a track that a rail vehicle
travels along; and coupling an appliance communication device with
the rail appliance, wherein the rail appliance is disposed
proximate to the track; wherein the equipment management device and
the appliance communication device communicate a data signal with
each other through the conductive pathway.
In another aspect, the step of coupling the equipment management
device with the conductive pathway includes coupling the equipment
management device with at least one of a rail of the track, a
powered rail that supplies electric current to the rail vehicle, or
a catenary that supplies electric current to the rail vehicle.
In another aspect, the step of coupling the appliance communication
device includes communicatively coupling the appliance
communication device with at least one of a track switch, a track
signal, or a rail vehicle monitoring apparatus.
In another aspect, the step of coupling the appliance communication
device includes communicatively coupling the appliance
communication device with a track switch and the equipment
management device and the appliance communication device
communicate the data signal to at least one of change or report a
position of the track switch.
In another aspect, the step of coupling the appliance communication
device includes communicatively coupling the appliance
communication device with a track signal and the equipment
management device and the appliance communication device
communicate the data signal to at least one of change or report a
status of the track signal.
In another aspect, the step of coupling the appliance communication
device includes communicatively coupling the appliance
communication device with a rail vehicle monitoring apparatus and
the equipment management device and the appliance communication
device communicate the data signal to at least one of measure or
report a status of the rail vehicle that is measured by the rail
vehicle monitoring apparatus.
In another embodiment, a rail appliance communication system
includes: a first device configured to be coupled with a conductive
pathway, the conductive pathway comprising one of a rail that a
rail vehicle travels along, a rail that supplies electricity to the
rail vehicle, or a catenary line that supplies electricity to the
rail vehicle, wherein the first device comprises a network
interface assembly for communicating data packets with a second
device over the conductive pathway.
In another embodiment, a rail appliance communication system
includes: an equipment management device capable of being coupled
with a rail that a rail vehicle travels along; and a plurality of
appliance communication devices capable of being electrically
coupled with the equipment management device by the rail and
capable of being coupled with a plurality of wayside equipment
assemblies including one or more of a track switch, a track signal,
or a rail vehicle monitoring apparatus disposed proximate to the
rail, the appliance communication devices and the equipment
management device configured to communicate a data signal among
each other through the rail.
In another aspect, the data signal is communicated between the
equipment management device and the appliance communication devices
to at least one of change or report a position of the track switch,
change or report a status of the track signal, or measure or report
a status of the rail vehicle that is measured by the rail vehicle
monitoring apparatus.
In another aspect, the equipment management device includes an
operator interface configured to permit an operator to at least one
of transmit input as the data signal or visually perceive output
that is based on the data signal.
In one embodiment, a rail vehicle control communication system
includes: a vehicle management device capable of being coupled with
a conductive pathway extending along a track and of forming an
instruction to control an operation of a rail vehicle travelling
along the track, the vehicle management device transmitting the
instruction to the rail vehicle through the conductive pathway; and
an on-board communication device capable of being coupled with the
rail vehicle, the on-board communication device configured to
receive the instruction communicated through the conductive pathway
from the vehicle management device, the on-board communication
device configured to change the operation of the rail vehicle based
on the instruction.
In another aspect, the conductive pathway includes at least one of
a rail of the track that the rail vehicle travels along, a powered
rail that supplies electric current to the rail vehicle, or a
catenary that supplies electric current to the rail vehicle.
In another aspect, the vehicle management device is configured to
communicate the instruction to the rail vehicle while the rail
vehicle is moving along the track relative to the vehicle
management device.
In another aspect, the on-board communication device is configured
to direct a propulsion subsystem of the rail vehicle to change at
least one of a tractive effort or a braking effort of the rail
vehicle based on the instruction received through the conductive
pathway.
In another aspect, the vehicle management device transmits the
instruction as a differential signal through the conductive
pathway.
In another aspect, the on-board communication device is associated
with a unique address, the vehicle management device configured to
communicate the instruction to the rail vehicle based on the unique
address.
In another aspect, the conductive pathway is divided into segments
extending between opposite ends separated by a gap, the vehicle
management device configured to transmit the instruction to the
rail vehicle based on which of the segments that the rail vehicle
is traveling along.
In another aspect, the conductive pathway is divided into segments
extending between opposite ends separated by a gap, further
comprising a bridge assembly configured to convey the instruction
between the neighboring segments across the gap.
In another aspect, the vehicle management device is configured to
transmit the instruction to the rail vehicle through the conductive
pathway while being remotely located from the rail vehicle.
In another aspect, the vehicle management device and the on-board
communication device are configured to communicate the instruction
as one or more acoustic waves that propagate through the conductive
pathway
In another embodiment, a method for communicating with a rail
vehicle includes: forming an instruction to control operation of
the rail vehicle travelling along a track; transmitting the
instruction to the rail vehicle through a conductive pathway that
extends along the track; and changing the operation of the rail
vehicle based on the instruction.
In another aspect, the transmitting step comprises transmitting the
instruction through at least one of a rail of the track, a powered
rail that supplies electric current to the rail vehicle, or a
catenary that supplies electric current to the rail vehicle.
In another aspect, the changing step includes varying at least one
of a tractive effort or a braking effort of the rail vehicle based
on the instruction.
In another aspect, the transmitting step includes communicating the
instruction as a differential signal through the conductive
pathway.
In another aspect, the forming step includes associating the
instruction with a unique address of the rail vehicle and the
changing step includes varying the operation of the rail vehicle if
the instruction is associated with the unique address of the rail
vehicle.
In another aspect, the conductive pathway includes segments that
extend between opposite ends with neighboring segments being
separated from each other by a gap, and the transmitting step
includes transmitting the instruction to the rail vehicle based on
which of the segments that the rail vehicle is traveling along.
In another aspect, the conductive pathway includes segments that
extend between opposite ends with neighboring segments being
separated from each other by a gap, and the method further includes
conveying the instruction between the neighboring segments across
the gap.
In another embodiment, a rail vehicle control communication system
includes: a communication device capable of being coupled with a
propulsion subsystem of a rail vehicle and capable of being coupled
with a rail that the rail vehicle travels along; and a vehicle
management device capable of being coupled with the rail and
configured to communicate a data signal through the rail to the
communication device, the data signal controlling the propulsion
subsystem to change at least one of a tractive effort or a braking
effort of the rail vehicle.
In another aspect, the system includes a plurality of the
communication devices each associated with a different address, the
vehicle management device configured to independently control a
plurality of the rail vehicles based on the different
addresses.
In another aspect, the system further includes a mobile management
device communicatively coupled with and capable of moving relative
to the vehicle management device, the mobile management device
generating the data signal that controls the propulsion subsystem
of the rail vehicle.
In another aspect, the mobile management device is configured to
wirelessly communicate the data signal to the vehicle management
device.
In any of the embodiments herein, the data transmitted over the
conductive pathway (e.g., track rail), such as an instruction from
a vehicle management device to an on-board communication device,
may be "high bandwidth" data, meaning data transmitted at average
rates of 10 Mbit/sec or greater. ("High bandwidth network data" is
data that is packaged in packet form as data packets and
transmitted over the conductive pathway at average rates of 10
Mbit/sec or greater.)
It is to be understood that the above description is intended to be
illustrative, and not restrictive. For example, the above-described
embodiments (and/or aspects thereof) may be used in combination
with each other. In addition, many modifications may be made to
adapt a particular situation or material to the teachings of the
invention without departing from its scope. While the dimensions
and types of materials described herein are intended to define the
parameters of the invention, they are by no means limiting and are
exemplary embodiments. Many other embodiments will be apparent to
those of skill in the art upon reviewing the above description. The
scope of the subject matter described herein should, therefore, be
determined with reference to the appended claims, along with the
full scope of equivalents to which such claims are entitled. In the
appended claims, the terms "including" and "in which" are used as
the plain-English equivalents of the respective terms "comprising"
and "wherein." Moreover, in the following claims, the terms
"first," "second," and "third," etc. are used merely as labels, and
are not intended to impose numerical requirements on their objects.
Further, the limitations of the following claims are not written in
means-plus-function format and are not intended to be interpreted
based on 35 U.S.C. .sctn.112, sixth paragraph, unless and until
such claim limitations expressly use the phrase "means for"
followed by a statement of function void of further structure.
This written description uses examples to disclose several
embodiments of the invention, including the best mode, and also to
enable any person skilled in the art to practice the embodiments
disclosed herein, including making and using any devices or systems
and performing any incorporated methods. The patentable scope of
the subject matter is defined by the claims, and may include other
examples that occur to those skilled in the art. Such other
examples are intended to be within the scope of the claims if they
have structural elements that do not differ from the literal
language of the claims, or if they include equivalent structural
elements with insubstantial differences from the literal languages
of the claims.
The foregoing description of certain embodiments of the disclosed
subject matter will be better understood when read in conjunction
with the appended drawings. To the extent that the figures
illustrate diagrams of the functional blocks of various
embodiments, the functional blocks are not necessarily indicative
of the division between hardware circuitry. Thus, for example, one
or more of the functional blocks (for example, processors or
memories) may be implemented in a single piece of hardware (for
example, a general purpose signal processor, microcontroller,
random access memory, hard disk, and the like). Similarly, the
programs may be stand alone programs, may be incorporated as
subroutines in an operating system, may be functions in an
installed software package, and the like. The various embodiments
are not limited to the arrangements and instrumentality shown in
the drawings.
As used herein, an element or step recited in the singular and
proceeded with the word "a" or "an" should be understood as not
excluding plural of said elements or steps, unless such exclusion
is explicitly stated. Furthermore, references to "one embodiment"
of the present invention are not intended to be interpreted as
excluding the existence of additional embodiments that also
incorporate the recited features. Moreover, unless explicitly
stated to the contrary, embodiments "comprising," "including," or
"having" an element or a plurality of elements having a particular
property may include additional such elements not having that
property.
Since certain changes may be made in the above-described systems
and methods for communicating data through conductive pathways that
extend along the tracks that rail vehicles travel along, without
departing from the spirit and scope of the subject matter herein
involved, it is intended that all of the subject matter of the
above description or shown in the accompanying drawings shall be
interpreted merely as examples illustrating the inventive concepts
herein and shall not be construed as limiting the disclosed subject
matter.
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